Inertia controlled brake



Feb. 28, 1939. R. E. MILLER ET AL 2,148,769

INERTIA CONTROLLED BRAKE Original Filed Jan. 23, L934 INVENTORS RAYMOND E. MlLtER GEORGE L.COTTER BY 1 Q v UNITED STATES PATENT OFFICE 2,148,769 INERTIA CONTROLLED BRAKE.

Raymond E. Miller, Wilkinsburg, and George L.

potter, Forest Hills, Pa., assignors to TheWqStmghouse Air Brake Company, Wilmerding, Pa., a corporation of Pennsylvania Application January 23, 1934, Serial No. 707,916

Renewed April 30, 1936 I 17 Claims. (011303-24) This invention relates to an inertia controlled We have illustrated by one embodiment in the brake for railway trains, and more particularly single figure of the attached drawing. to a pneumatically operated, inertia controlled, Referring to this drawing, we have for this brake equipment for controlling independently embodiment selected apparatus comprising a 5 the rate of retardation of each unit in a multiple triple valve device l0, a brake cylinder pressure 5 unit train. I control valve device l2, an inertia governor Hi, In railway trains equippedwith the usual type a retardation regulator device l6, and a presof pneumatically operated brakes, an application sure limiting valve device 18. of the brakes is effected by a reduction of the The triple valve device l may be of any of 0" pressure in the brake pipe, When the brake pipe the well known types, and we have as one ex- 1 pressure is reduced, the triple valve on each' unit ample shown a quick action type, comprising a in' the train operates to supply air to the brake slide valve 26 and a graduating valve 22,- both cylinders and thus apply the brakes. The triple adapted to be operated by a main piston 24, to valve on each unit in the train operates to supply coi'itr'ol the supply of fluid under pressure from 1 5 air to the brake cylinders according to the rean auxiliary reservoir 25 o a p p 8 leadi g 0 duction in the brake pipe pressure, and it will a brake cy i de 0, by W y of he b a e cy therefore be obvious that the brakes ma not; b pressure controlling valve device l2. The triple applied alike, nor will they produce the s m valve device is also provided with the usual braking effect, on each unit in the train, because emergency piston operatively s c ted w th each unit may be loaded difler tl th r may an emergency valve 34, which inconnection with be differences in brake cylinder piston travel be a check valve 36 operates in the well known mantween the several units, the brake shoe friction I161 to produce the quick action When an emermay notbe the'same for all of the units, the rate y application the brakes is d dh of leakage, if any, of pipes, brake cylinders, and triple valve device is connected to the brake pipe other parts, of the equipment may differ between y the branch P 40 n the usual manner. the units, and because of other Well known dif- The brake cylinder Pressure Control Va ve 16- ferences that may exist in the equipment between Vice '2' comprises a Casing d fi a chamber 4 the several units. Because of these differences, which is disposed a plurality of p -S 6 some of the units in the train will tend to are and 48, Secured to a pistonimd 501 The chamber c'elerate at a rate different from that of some in constant communication with the'atmos' 30' of' the other units, phere by way of passage 52, and is also in con- Ii; is principal object of r v o stant 'communicationwith the triple valve device vide a brake equipment which is adapted to'oper- Way o passage- 4 n pipe 28, and with ate'ih connection with the usualbrake equipment the brake cylinder by Way of Pipe and D 35 supplied for each unit in the train, and which is age 56. responsive to reductions in brakepipe pressure plstons'aii and 48 are so disposed with to so control the'application'of the brakes as to relation to each other on the Piston rod that cause each unit in'the train to decelerate at subwh urged to biesedresition by a n 58 stantially the same rate, regardless of such difthe triple Va j is connecteddirectly 40 ferences in equipment as aforementioned. h 1 9" und r 40 Another object of our invention is to provide a i t ll 5 a l to i t chamber to the pneumatically con-trolled, retardationcontrolling right h piston F w and apparatus which effects and maintains a. rate of ggfgi ggg gzi figgggggg figg i g t I a b n e pressure gig gg ggg i zfiigf wlth the reducuon m supplied to the'chamber, to elfect either a lapping '53 Another object isv to provide a retardation conor release of the fluid supphed to the brake troller apparatus of thischaracter in which, alcyhnder as Win heremafier more fully appear The inertia over-nor I 4 is q though the rate of retardatwn is controlled in s. F andgR, each f vlil lglldeltllagwgaggg accordancewith the reduction in brakepipe-presadapted permit the bodies to be rolled along 811118 the'blakes maybe released at any timeiby' a trackway 60. The bodies are normally urged moving the brake valve' handle to release posiagainst' stops 2 by springs 54; e d f tion in the: usual manner; I piston rods 66 associated-with pistons 68 adapted Other important objects: and advantages: willto'be'operatedby flexible diaphragms 'm mounted 5 be apparent from the following description; which incylinders 12.

The bodies F and R are adapted to be moved by force of inertia, as when the speed of the vehicle is changed. The body F is intended to be moved when the vehicle is traveling in one direction, and the body R is intended to be moved when the body is traveling in an opposite direction.

When fluid under pressure is supplied to the cylinders I2, to one side of the diaphragm 'III,

the springs 64 are compressed, and it will therefore require a greater force of inertia to move either of the bodies. As will hereinafter more fully appear, fluid under pressure is supplied to the cylinders I2 to effect control of the rate of retardation of the vehicle.

Each of the bodies F and R is provided with a downwardly extending arm I4, which acts to unseat a release valve I6 when the body is forced against stop 62. When either of the bodies moves away from its stop, movement of the arm l4therewith permits the release valve 16 to be seated by a spring 18, and when the release valve has been seated the arm 14 presses against the stem of a supply valve 86 through a diaphragm 75. to unseat the valve, to permit fluid under pressure to flow from an auxiliary control reservoir 8| to one side of the piston 48 in the chamber 42 of the brake cylinder pressure control valve device I2, by way of' pipes 82 and 84 and a double check valve 86. When the vehicle is traveling in either a forward or reverse direction only one of the bodies is active at a time in controlling the supply of fluid under pressure to operate the brake cylinder pressure control valve device I2. The double check valve device 86 operates to cut out one set of supply and release valves when the other set is operated.

The retardation regulator device I6 comprises a diaphragm portion 88 and a valve portion 99. The diaphragm portion 88 is providedwith diaphragms 92, 94 and 95 defining chambers 98, I00,

I92 and I94.

The chamber 98 is in constant communication with the brake pipe 36 by pipe I116. The chambers I66 and.- IEI4 are connected by a passage I68, and are both thereby in constant communication with an emergency reservoir I I6 by a pipe I I I, and are consequently at a pressure corresponding to the pressure of this reservoir.

The chamber I92 is in constant communication with the atmosphere by way of openings II2. A spring II4 acting upon a body II6 connected to all of the diaphragms 92, 94 and 96 serves to retain the diaphragms in balanced position so long as the brake pipe pressure and that of the emergency reservoir II 9 are normal, or at predetermined values.

The valve portion 90 of the retardation regulator device I6 is provided with a release valve I20 adapted to control the release of fluid pressure from the cylinders 12 associated with the inertia governor I4, by way of pipe I22 and opening H2. The release valve I20 is urged toward seated position by a spring I24, but is held in unseated position bya bell crank lever I26, which is pivotally mounted at I28, so long as the diaphragms 92, 94 and 96 remain in balanced position.

The valve portion 90 is also provided with a supply valve I36 adapted to control the supply of fluid under pressure from the auxiliary control reservoir 8I tothe cylinders I2, by way of pipes I34 and I and the pressure limiting valve device I8. The supply valve I36 is urged toward seated position by a spring ,I36, and to unseatedposition, by movement of the bell crank lever. I26 acting through a pressure tight diaphragm I38 when an unbalance occurs between the pressure in chamber 98 and that in chambers I69 and I94, as will hereinafter more fully be described.

The pressure limiting device I8 comprises a casing defining a chamber I 46 in which is disposed a valve I42 urged toward seated position by a spring I44, but which is held in unseated position by a heavier spring I46 which overbalances the pressure exerted by the spring 44. A diaphragm I48 is interposed between the spring I46 and the stem to which the valve I42 is secured, and the chamber formed thereby is connected to the cylinders I2 by the aforementioned pipe I22. The chamber I44 is connected to the valve portion 99, of the retardation regulating device, by pipe I56. The pressure limiting valve device I8 acts to limit the pressure supplied to the cylinders 12 by the retardation regulator device I6.

Pressure in the emergency reservoir IIEI and the auxiliary control reservoir 8I may be maintained bysupply from the brake pipe 33, by way of pipe Hi6 and ball check valves I52 and I54, respectively, each of which is provided with a choke I53 for preventing large fluctuations in brake pipe pressure due to variations in pressure in the reservoirs. Pressure in the auxiliary reservoir 26 is maintained by recharging from the brake pipe through the triple valve device ID in the usual manner.

In operation, when the vehicle is running, pressure in the brake pipe 38 is maintained at its normal value, whereupon the triple valve main piston 24 is in release position, as shown, and the pressure in the chamber 96 balances thepressure in the chamber I04, whereupon, the diaphragms 92, 94 and 96 are in balanced position. The supply valve I39 of the valve portion 96 will, therefore, be' in seated position, and the release valve I29 in unseated position.

Assuming now that the vehicle is traveling in a forward direction, so that the body F will be effective in controlling the brakes, and that the vehicle is traveling on a level track at a substantially constant rate of speed, so that the body F is positioned against its stop 62, the supply of fluid under pressure to the chamber 42 of the brake cylinder pressure control valve device I2 will be cut off and the pistons in the chamber 42 will be so positioned that the triple valve device Ill is connected directly to the brake cylinder 36 by way of the passages 56 and 54, as shown in the drawing. v

If now it is desired to effect a service application of the brakes, the pressure in the brake pipe 36 is reduced an amount in accordance with the desired rate of retardation. This reduction may be accomplished in any of the usual ways, as for example, by operation of the usual brake valve device at the head end of the train. When a reduction in brake pipe pressure is effected, the triple valve device II] will operate in the usual manner to cut off the venting of the brake cylinder and to effect a supply of fluid under pressure thereto from the auxiliary reservoir 26.

This is accomplished by movement of the main piston 24 to the left to application position, due to the pressure on one side of the piston from the auxiliary reservoir overbalancing that on the other side from the brake pipe, which has now been reduced. When the main piston 24 moves to the left it first moves the graduating valve 22 to bring port I56 into communication with chamber I58, which is in direct communication with the auxiliary reservoir26.

Further movement of the main piston 24 to the left moves the slide valve 20 so that cavity H59 in the slide valve moves out of re istration with the passage I52 leading to the brake cylinder, thereby utting ofi communi at on throu h which u d i released from the brake cylinder, and brings the port I56 into communication with the brake cylinder passa e 51 Flu d u der p s e i l t en flow from the chamber I 58 and auxiliary reservoir 26 to the brake cyl nd by way of p ssa "52, pipe 28., passage 54 in th brake cy ind pres u e control valve device, and pe and passa e 6- When the main piston 2.4 moves to the left the feed groove 1.66 is closed so that the piston remains in application position.

At the same time the triple valve device operates, the reduction in brake pipe pressure efieots an unbalancin o he pressu n c m 8 and 1-94 of the retardation regulator device 16, causing the diaphragms 92,-94 and 96 to be unbalanced to the left. Thisunbalancing .of the diaphragms causes the body I It to rotate the bell crank lever I26 in ;a clockwise direction. This movement of the .bell crank lever permits the release valve I20 to be seated by the spring 124, and if the movement of the lever is great enough the supplt valve 1 3,0 will be unseated thereby.

Fluid under pressure will, therefore, flow from the auxiliary control reservoir 8| to the cylinders. l2 by way of pipe I 34, past the unseated valve 13o, pipe Isa, past the unseated valve 142 of the pressure limiting Valve device 18, and pipe I22.

Pressurein the cylinders 12 will act upon the diaphragms E0 to compress the springs 64 against the bodies F and R. Since the vehicle is assumed to be traveling in a forward direction the efiect upon body F need only be considered, as the force of inertia acting upon the body R, due to deceleration of the speed .of the vehicle, will act only to urge the body R against its stop 62.

With the brakes applied, the vehicle begins to decelerate and when ,a rate of retardation has been reached at which the force of inertia acting upon the body F is sufficient to overcome the iforce exerted by the spring 64, the body F will move to the right against opposition ,of the spring. As the body F moves its arm 14 will move therewith, permitting the release valve 1-6 to be seated by the spring 18. Venting .of the chamber 42 of the brake cylinder pressure control valve device ,-l 2 thereby will be cut off.

Further movement of the body F will bring the arm 14 into contact with .the diaphragm 15 and unseat the supply valve 86 against resistance of spring 83. Fluid under pressure will, therefore,

flow from the auxiliary control reservoir ,8l to the chamber 42 to one side of the piston 48, by way of pipe 82, past the unseated valve 89, pipe as, and through the double check valve 86, the pressure moving the piston valve 81 in the double check valve to the right, thus closing oil? the supply an r lease valves p r ted y h od .1?-

With pressure supplied to the chamber 42 the pistons securedto the piston rod 50 will be moved to the left. Movement of the pistons 46 will first act to close off the passage 56, and thus cut off the supply of fluid under pressure from the triple valve device to the brake cylinder.

If the rate of retardation is such that the body F continues to hold the supply valve 86 unseated, the pressure will continue to build up in the chamber 42 to one side of the piston 48, compressing spring :58 until the pistons 45 have been moved far enough to the left to bring the pipe 3 and passage 56, leading to the brake cylinder, into communication with the exhaust passage 52, whereupon fluid p essure in the brake cylinder will be released to the atmosphere.

With release of pressure from the brake cylinder the rate of retardation will diminish, and the body F will move to the left. When it has moved ;far enough the supply valve 80 will close and thus cut off iurther supply of fluid under pressure to the chamber 42. With further release of fluid pressure from the brake cylinder to the atmosphere, the rate of retardation will further decrease so that the body F moves still further to the left, thereby unseating the release valve 16. Fluid pressure in the chamber 42 will thereupon be released to the atmosphere, and the pistons .45 will move to the right to cut oil further release of fluid pressure from the brake cylinder.

As the vehicle continues to decelerate, the coefli'cient of friction between the rubbing parts of the brakes will increase, so that the rate of retardation also increases. The body F will then again move to the right cutting off the release of the fluid pressure from the chamber 42 and, if necessary, unsea-ting the supply valve 80 to supply flu-id pressure to the chamber 42 again.

It will thus be seen that the body F will move backward and forward against pressure .of the spring 54, according to the rate of retardation, to intermittently supply fluid under pressure to and release it from the chamber 42, to maintain a rate of retardation corresponding to that at which the force of inertia acting upon the body 5415 balanced by the opposing force of the spring If the reduction in brake pipe pressure is small, the unbalancing of the diaphragms 92, 94 and 96 will be correspondingly small, so that the valve [30 will be unseated only a small amount. The rate at which the fluid is supplied to the cylinders 12 will, therefore, be low, and the initial opposition of the spring 64 correspondingly small, so that the body F will initially move to the right under a force of inertia corresponding to a low rate of retardation.

If the reduction in brake pipe pressure is relatively great, the rate at which fluid is supplied to the cylinders 12 will be correspondingly great, and the initial opposition of the spring 64 likewise greater, so that a high rate of retardation is required to eifect an initial movement of the body "F to the right. It will, therefore, be obvious that the supply .of fluid under pressure to the brake cylinder will be so controlled as to produce a rate of retardation in accordance with the reduction in brake pipe pressure.

As the vehicle nears a stop, fluid may be supplied in the usual manner'to the brake pipe to raise its pressure, and correspondingly effect a lower rate of retardation, so that the vehicle may be brought to a stop smoothly and without shock.

When the brake pipe pressure is built up, the pressure in chamber 98 of the retardation reguiator device ;IB is correspondingly increased, so that the diaphragms return to a balanced position, At the same time, the triple valve piston 24 moves to release position. It will be seen, therefore, that both the triple valve device and the retardation regulator device are responsive to brake pipe pressure, but while the former acts to initiate an application of the brakes, the latter acts to control the application to produce a desired rate of retardation.

It is desl iable that the pressure delivered to the cylinders 12 be limited, so that the spring 64 will not be compressed to the point where a higher rate of retardation will be required to cause movement of the body than that which can be attained in practice. For this purpose, the pressure limiting valve device l8 has been pro-- vided.

As the pressure builds up in the cylinders 12, a point will be reached where the pressure reacting on the diaphragm I48, of the valve device 18, overbalances the deflecting force due to the spring I46, and the spring is thus compressed, permitting the valve M2 to be seated by its seating spring Md. This automatic seating of the valve Hi2 may be caused to take place at a pressure in the cylinders l2 corresponding to the maximum practical rate of retardation, such as that used in emergency applications of the brakes.

When it is desired to effect an emergency application of the brakes, the brake pipe pressure is reduced to zero, whereupon the main piston 24, of the triple valve device, is moved to emergency position to the left, where it engages a graduating stem I10, compressing graduating spring H2. This movement of the piston moves the slide valve 2!] far enough to the left to bring port I'M in the slide valve into registration with the brake cylinder passage I52, and to connect the valve chamber I58 directly to passage I16 leading to the chamber containing the emergency piston 32. Pressure in this chamber moves the emergency piston 32 downwardly to unseat the emergency valve 34. I

Fluid under pressure in the chamber beneath the valve 34 then flows to the passage leading to pipe 28, and the pressure in the chamber beneath the check valve 36 unseats the check valve, permitting brake pipe pressure to flow to the brake cylinder pipe 28, past the unseated check valve and unseated emergency valve. Ihis efiects the quick action operation of thetriple valve to cause a quick application of the brakes, which is a well known feature of this type of valve device.

At the same time the triple valve device effects an emergency application of the brakes, the diaphragrns in the retardation regulator device It are deflected to their maximum unbalanced position to the left, whereupon the valve I30 is opened wide to permit fluid under pressure to flow to the cylinders 12 at a maximum rate. As soon as this pressure has reached a value which will cause the pressure limiting valve device 18 to cut ofi" further supply, the spring 65 will be compressed at maximum amount; The inertia governor M will thereafter control the brake cylinder pressure, through operation of the brake cylinder pressure regulating valve device M2, to produce the maximum rate of retardation.

Although the retardation regulator device It cooperates with the inertia governor M to release the brakes in accordance with the increase of brake pipe pressure, it is desirable that the engineman be able to release the brakes at any time independently of the retardation regulator device, particularly should the retardation regulator device, or the inertia governor, fail to function. In order to provide for this, we have disposed a ball check valve l80 between the passages 54 and 56 of the brake cylinder pressure regulating device l2. This ball check valve will remain seated so long as the pressure flowing to the brake cylinder from the triple valve device exceeds or is equal to that in the brake cylinder.

When the brake pipe pressure is recharged to normal, the main piston 24 of the triple valve device moves to release position, whereupon fluid pressure in'the brake cylinder is normally released to the atmosphere, by virtue of the cavity ltd connecting the exhaust passage 16 1- with the brake cylinder passage E62. If now at this time the pistons d6 of the brake cylinder pressure control valve device it should have closed ofi the passage 56, the release of pressure in the pipe 28, through operation of the triple valve device, will cause the ball check valve I80 to be unseated by the pressure in the brake cylinder, and thus release the brake cylinder pressure to the atmosphere by way of the triple valve device.

While we have described one embodiment of our invention in connection with a quick action type triple valve device, we do not intendto be limited to this specific valve device, or to the other apparatus as specifically illustrated in this embodiment, nor is it our intention to limit the scope of thisor other embodiments otherwise than by the terms of the appended claims.

Having now described our invention, what we claim as new and desire to secure by Letters Patent, is:

1. In a vehicle brake apparatus, the combination with a brake cylinder, of a triple valve device operated upon a reduction in brake pipe pressure for controlling the supply of fluid under pressure to and its release from said brake cylinder, means including an inertia governor for also controlling the supply of fluid under pressure to and its release from said brake cylinder, and a retardation regulator device also operable upon a reduction in brake pipe pressure for controlling said governor device.

2. In a vehicle brake apparatus, the combination with a brake cylinder, of a triple valve device operable upon a reduction in brake pipe pressure for controlling the supply of fluid under pressure to and its release from said brake cylinder, a pressure controlling valve device for also controlling the supply of fluid under pressure to and its release from said brake cylinder, an inertia governor for controlling said pressure controlling device, and a retardation regulator device also operable upon a reduction in brake pipe pressure for controlling said inertia governor device.

3. In a vehicle brake apparatus, the combination with a brake cylinder, of a triple valve device operable upon a reduction in brake pipe pressure for controlling the supply of fluid under pressure to and its release from said brake cylinder, a pressure controlling valve device for also controlling the supply of fluid under pressure to and its release from said brake cylinder, an inertia governor device operable upon a change in speed in either direction of travel of the vehicle for controlling said last mentioned valve device, and a retardation regulator device also operable upon a reduction in brake pipe pressure for controlling said inertia governor= device.

4. In a vehicle brake apparatus, the combination with a brake cylinder, of a triple valve device for controlling fluid under pressure provided for supply to said brake cylinder, valve means having out 01f, lap, and release positions for also controlling in series with said triple valve device fluid supplied to said brake cylinder, and means whereby fluid pressure in said brake cylinder may be released to the atmosphere independently of and when said valve means is in lap position.

5. In a fluid pressure brake apparatus, a regulating device comprising a casing, spaced flexible diaphragms within said casing defining pressure chambers, said diaphragms being adapted to be unflexed when the pressures in said chambers are maintained at predetermined values and to be flexed when the pressure in one of said chambers falls below a predetermined value, a

valve device for controlling the supply of fluid under pressure to and its release from fluid pressure operated devices, and means whereby when said diaphragms are unflexed said valve device is operated to cut off said supplyand when said diaphragms are flexed said valve device is operated to effect said supply.

6. In a vehicle brake apparatus, the combination with a brake cylinder and a brake pipe, of a triple valve device operated upon a reduction in brake pipe pressure for eifecting a supply of fluid under pressure to said brake cylinder, a valve device operable to cut off the supply of fluid to said brake cylinder, said last valve device being operated by a supply of fluid under pressure thereto, a normally seated valve adapted when unseated to effect a supply of fluid under pressure to operate said valve device, an inertia governor operated according to the rate of retardation of the vehicle for effecting unseating of said valve, fluid pressure means for varying the rate of retardation at which said governor effects. unseating of said valve, and means operative to supply fluid under pressure to said fluid pressure means to a degree in accordance with the degree of reduction of brake pipe pressure when effecting an application of the brakes.

'7. In a vehicle brake apparatus, the combination with a brake pipe and a brake cylinder, of a triple valve device operated upon a reduction in brake pipe pressure for effecting a supply of fluid under pressure to said brake cylinder, a controlling valve device operable to cut off the supply of fluid under pressure from said triple valve device to said brake cylinder and also operable to release pressure from said brake cylinder, said controlling valve device being operated by a supply of fluid under pressure thereto, an inertia governor device having a body movable according to the rate of retardation of the vehicle, said body having a biased position, a release valve adapted to release fluid under pressure supplied to operate said controlling valve device and normally held in releasing position by said governor body when in said biased position, a supply valve for controlling the supply of fluid under pressure to operate said controlling valve device and adapted to be operated to supply position upon movement of said governor body from said biased position after said release valve has been closed, a spring opposing movement 01' said governor body, a cylinder having a piston therein operable to increase the tension on said spring, and means for supplying fluid under pressure to said cylinder in accordance with reductions in brake pipe pressure when effecting an application of the brakes.

8. In a vehicle brake apparatus, the combination of an inertia governor device having a body movable according to the rate of retardation of the vehicle, a spring opposing movement of said body, fluid pressure actuated means for increasing the tension on said spring, means for eiiect- 'ing a supply of fluid under pressure to said fluid pressure actuated means when effecting an application of the brakes, and a limiting valve device operated upon a predetermined pressure of fluid supplied to said fluid pressure actuated means for cutting 011 said supply.

9. In a vehicle brake apparatus, the combination with a brake pipe and a reservoir, of a control device having a casing and a diaphragm therein defining a brake pipe chamber connected to said brake pipe and a reservoir chamber connected to said reservoir, means establishing a communication between said chambers, a check valve in said communication adapted to permit the pressure in said brake pipe chamber to be reduced below the pressure in said reservoir chamber and operable to permit the flow of fluid under pressure from said brake pipe chamber to said reservoir chamber, a valve device, and means connecting said diaphragm to said valve device whereby when the pressure in said brake pipe chamber is reduced said diaphragm is flexed to effect operation of said valve device.

10. In a fluid pressure brake apparatus, in combination, a brake pipe, a reservoir, a casing, flexible diaphragms in spaced and opposing relation within said casing defining a plurality of chambers, one of said chambers being connected to said brake pipe and other of said chambers being connected to said reservoir, all of said diaphragms being adapted to be unflexed when the pressures in said chambers are maintained at predetermined values and all of said diaphragms being adapted to be flexed when the pressure in one of said chambers is diminished below a predetermined value, a valve device operable to control a supply of fluid under pressure efiective in controlling an application of the brakes, and means connecting said diaphragm to said valve device and operable to effect operation of said valve device when all of said diaphragms are flexed.

11. In a vehicle brake system, in combination, fluid pressure brake means, a brake pipe, means operated upon a reduction in brake pipe pressure for eifecting a supply of fluid under pressure to said fluid pressure brake means to eifect an application thereof, a retardation controller device operated according to the rate of retardation of the vehicle, means responsive to operation of said retardation controller device for controlling the degree of fluid under pressure supplied to said fluid pressure brake means, and means responsive also to reduction in brake pipe pressure for adjusting said retardation controller device according to the degree of reduction in brake pipe pressure.

12. In a vehicle brake system, in combination, a brake cylinder, a valve device for controlling the supply of fluid under pressure to and its release from said brake cylinder, means including an inertia governor operated according to the rate of retardation of the vehicle for also controlling the supply of fluid under pressure to and its release from said brake cylinder, fluid pressure operated means for adjusting said inertia governor, regulating means for efiecting and controlling fluid under pressure supplied to said adjusting means, and a valve device for limiting the pressure of fluid supplied to said adjusting means by said regulating means.

13. In a vehicle brake system, in combination, a brake cylinder, a brake pipe, means operated upon a reduction in brake pipe pressure for effecting a supply of fluid under pressure to said brake cylinder, a retardation controller device operated according to the rate of retardation of the vehicle, means responsive to operation of said retardation controller device at a chosen rate of retardation for efi'ecting a release of fluid under pressure fromsaid brake cylinder, fluid pressure controlled means for adjusting said retardation controller device, means also operated upon a reduction in brake pipe pressure for supplying fluid under pressure to said adjusting means, and a valve device for limiting the degree of pressure of fluid supplied to said adjusting means.

14. In a fluid pressure brake apparatus, in combination, a brake cylinder, two bodies each of which is movable in a direction opposite to the other according to the rate of retardation of the vehicle, one body only being movable for a given direction of travel, a common fluid pressure controlled means for opposing movement of each of said bodies according to the degree of fluid under pressure supplied to said common means, and means controlled by each of said bodies for controlling the supply of fluid under pressure to and its release from said brake cylinder.

15. A deceleration controller for fluid pressure brakes, comprising in combination, modulating valve means; an inertia mass for actuating said valve means; yielding means characterized by a resistance to displacement which increases with displacement, for resisting motion of said inertia mass; fluid pressure actuated means for variably stressing said yielding means; and valve means responsive to a definite pressure for controlling said fluid pressure actuated means.

16. In a braking system, the combination of power actuated braking means; a controller operable to produce service and emergency applications and release of said braking means; a modulating device responsive to the deceleration produced by a brake application and serving to modulate such application; and adjusting means for the modulating device actuated difierently by said controller in producing service and emergency applications respectively.

17. In a vehicle brake system the combination of fluid pressure braking means; a brake pipe; means operated upon a reduction in brake pipe pressure for effecting a supply of fluid under pressure to efiect an application of said fluid pressure braking means; means including an inertia governor for controlling the degree of application of said fluid pressure braking means, said inertia governor being unaffected by the said fluid pressure which effects an application of the braking means; and regulating means also operated upon a reduction in brake pipe pressure for controlling said inertia governor.

RAYMOND E. MILLER. GEORGE L. COTIER. 

